Dual control



ay 1944' c. J. OWENS DUAL CONTROLS Filed July 14, 1942 2 Sheets-Sheet l [War/26d Have/1s INVENTOR.

y 2, 1944- c. J. OWENS 2,348,022

. DUAL CONTROLS v Filed July 14. 1942' 2 Sheets-Sheet 2 Zfiar/eaJflWe/zs INVENTOR.

amyrzmwa ATTORNEYS Patented May 2, 1944 UNHTED STATES PATENT OFFICE DUAL CONTROL Charles J. Owens, Baltimore, Md.

Application July 14, 1942, Serial No. 450,928 (01. 74-472) I 2 Claims.

Figure 2 is a diagrammatic view of the engine inside elevation in association with the control. Figure 3 is a sectional detail View of the control. I

Figure 4 is a bottom view of a portion of a control lever.

Figure 5 is a detail view of an operating arm, and

Figure 6 is a detail view of a bell crank mount.

In the embodiment of the invention selected for illustration, Figure 1 illustrates a boat I0 having an engine I2 mounted therein and provided with a reversing lever I4. This engine also includes a valve operating lever I6.

In Figure 3, a lever I8 is provided with a right angular and tubular extension keyed at 22 to a tube 24 rotatably mounted in a bearing 26 depending from a deck plate 28. This plate may be attached to the deck 30 of Figure 1, as by bolts 32.

To the lower end of the tube 24 is attached one end of an arm 34 having its other end pivotally connected at 36 with a clevis 38 threadedly connected with one end of a rod 40 having its other end connected with a clevis 42 pivotally connected at 44 with the end of the reversing lever I4. Thus the lever I4 may be actuated through rotation of the lever I8 about its vertical axis.

To the other end of the lever I8 is mounted a grip 46 for pivotal movement about a horizontal axis at right angles to the axis of rotation of the tube 24. This grip is provided with a head 48 fitting between wings 50 on the lever I8. A stud bolt 52 extends through aligned openings in the wings 50 and the head 48 for pivotally mounting the grip 46. Castle nuts 54 are threadedly connected with the stud bolt 52 and engage the wings 50. Cotter pins 55 restrain the nuts from accidental unloosening.

A right angular arm 58 is fixed to the grip 46 and is pivotally connected at 60 with a clevis B2 threadedly connected with one end of a rigid link 04. This link is threadedly connected at its opposite end with a clevis 66 pivotally connected at 68 with one arm of a bell crank 10. This bell crank is pivotally connected at I2 with the lever I8, the other arm of the bell crank being pivotally connected at I4 with a clevis l5 threadedly connected with one end of a rod I3 inside the tubular extension 20 and the tube 24.

Interposed in the rod I8 is a swivel joint '00 so that the upper section of the rod may be rotated independently of its lower section 02. The section 02 is threadedly connected with a clevis 84 pivotally connected at 86 with one arm of a bell crank 88. This bell crank is pivotally connected at 00 with a bracket 02 which may be supported on the structure 94 of Figure 2.

One end of a rod 96 is pivotally connected at 98 with the second arm of the bell crank 88, the other end of the rod being pivotally connected at I00 with the valve lever I6.

The lever I6 may be actuated through vertical movement of the rod "I8, such movement being imparted to the rod through pivotal movement of the grip 46. Since the rod I8 is provided with a, swivel joint, the tube 24 may be rotated for swinging the arm 34 without imparting longitudinal movement to the rod 18. Figure 5 illustrates the arm 34 as being provided with a clamp formation I02 for substantially embracing the tube 24. This formation may be clamped firmly to the tube 24 by tightening a bolt I04. This arm is also pinned at I05 to tube 24.

Figure 3 illustrates the grip 45 as being pro vided with an abutment I 06 engageable by one end of a latch bolt I08. This bolt is slidably mounted in an opening H0 in a web H2 extending transversely of the concavity in the bottom fact of the lever I8. This bolt is provided with a pin II4 slidably guided in an opening H6 in a second web II8. Interposed between the web H8 and the bolt I98 is a compression spring I20 which yieldingly urges the bolt I08 to the position of Figure 3 and underneath the abutment I06. This bolt may be retracted by thumb action through the medium of a screw I22 threaded into the bolt and extending through a slot I24 in the lever I8. However, the grip 46 may be pivoted downwardly notwithstanding the projected position of the bolt I08, but the lever is restrained from upward pivotal movement beyond the position shown, unless the bolt is retracted.

In operation, the reversing lever I4 is manipulated through rotation of the lever I8. This may be accomplished by grasping the grip 46. At the same time, the valve may be actuated Diesel engine, the bolt I08 is retracted and the grip 46 is pivoted upwardly. Thus the control device of Figure 3 performs a two fold function in that the grip 46 may be manipulated for rotating the lever l8 and actuating'the reverse lever M, in addition to manipulating the engine valve through pivotal movement of the grip independently of the lever l8, at least with respect to. roitation about its vertical axis.

While Figures 1 and 2 illustrate the control in association with a motor facing forward for driving aft through a V-gear, the control is. equally well adapted to a direct drive or reduc-' 20 tion drive sternv mounted motor.

Without further elaboration, the foregoing will so fully explain my: invention, that others may, by applying current knowledge, readily adapt the same for use under various conditions of service.

I claim: I

In, combination with an engine having a reversing lever and a control valve, a manually operated control comprising a rotative tube having a second lever attached to one end thereof, a grip pivotally mounted on said second lever for movement about an axis at right angles to the rotative axis of said tube, an arm fixed to said tube, an operating connection between said arm and said reversing lever to actuate the latter through swinging movement of the second lever, a rod inside said tube, a first bell crank connected with one end of said rod and having its other end operatively connected with said grip to impart longitudinal movement to the rod through pivotal movement of said grip relatively to said second lever, said rod having a swivel joint interposed therein, a second bell crank connected with the other end of said rod and having an operating connection with said valve'to actuate the latter through longitudinal movement of said rod, said grip being movable to an engine stopping position, an engine idling position and a full speed position, and means acting on said second' lever and said grip to restrain the latter from pivotal movement to its engine stopping posiition, said last mentioned means being provided with means accessible by the thumb of the hand grasping said grip to release the grip for pivotal movement to said engine-stopping position.

2. In combination with an engine having a reversing lever and a control valve, a manually operated control comprising a rotative tube having a second lever attached to one end thereof, a grip mounted on said second lever for pivotal movement about an axis at right angles to the rotative axis of said tube, an operating connection between said tube and said reversing lever 25 to actuate the latter through swinging movement of said second lever, a rod inside said tube, an-

operating connection between one end of said rod and said grip, an operating connection between the other end of said rod and said valve to 0 actuate the latter through pivotal movement of 

